Programmable ECU
11-28-2002, 01:38 PM
#31
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And to add to Chris' comment. To the best of my knowledge all 4 Tec3 cars ran fine all weekend. Mine and my Craig F's car don't have idle air motors and both fired up in the cool 35-40F mornings.
Alan
Alan
11-28-2002, 01:56 PM
#32
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Doc,
I was out at The Racers Group yesterday to discuss suspension and I also asked about the Unichip.
The Unichip is a piggy back. It is easily programmable at their shop. When a modification is made, you drive onto their dyno and they have an electrical engineer make the tweeks.
Good if you dont want to mess with your own stuff, not good if you like to tweek.
Ryan sent me an e-mail quoting the suspension parts, but forgot to include the Unichip price.
I was out at The Racers Group yesterday to discuss suspension and I also asked about the Unichip.
The Unichip is a piggy back. It is easily programmable at their shop. When a modification is made, you drive onto their dyno and they have an electrical engineer make the tweeks.
Good if you dont want to mess with your own stuff, not good if you like to tweek.
Ryan sent me an e-mail quoting the suspension parts, but forgot to include the Unichip price.
11-28-2002, 07:52 PM
#33
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Hi - Brendan – your ‘challenge’ comment reminded me of a couple of things. First, that is how I like to do things too! And second was a discussion I had with the owner of the dyno shop when tuning my first Tec3 set up. I was creeping up on the ‘optimum’ timing advance and I asked him what he thought. His reply was “what’s your engine development budget ? – the real way to find out is to run this motors till it demolishes itself from too much advance / too lean and then back off 2 or 3 degrees for the next motor”
Yes – he was serious and that is the way the ‘big boys’ can do it and that is why experience costs time and money. I learned my own lesson this summer with a seriously burnt valve – I added a four channel exhaust pyrometer and found out that 12:1 mixture can generate over 1750 degrees of exhaust temps….
The moral of the story – either be prepared to blaze your own expensive trail or get your set up from somebody with experience setting up 951s!!
Chris White <a href="http://www.944enhancement.com" target="_blank">www.944enhancement.com</a>
Yes – he was serious and that is the way the ‘big boys’ can do it and that is why experience costs time and money. I learned my own lesson this summer with a seriously burnt valve – I added a four channel exhaust pyrometer and found out that 12:1 mixture can generate over 1750 degrees of exhaust temps….
The moral of the story – either be prepared to blaze your own expensive trail or get your set up from somebody with experience setting up 951s!!
Chris White <a href="http://www.944enhancement.com" target="_blank">www.944enhancement.com</a>
11-30-2002, 03:24 PM
#35
Heh. I agree again Chris. Except its not a 951. Its a 928S4. A very expensive learning curve indeed. 12:1 making a high exhaust temp? I thought that a 12 to 1 would bring cooler (more fuel) temps, thereby creating safer environment?
Brendan
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12-01-2002, 12:22 AM
#36
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The pyrometer gauge didn't rear high enough to tell me the temp at a 12.5 to 1 A/F ratio!!
12 to 1 was very high and 11 to 1 was just getting into the 'survivable' range!!
The higher the boost the quicke the temps went up, of course every time you lift for a corner the temps come back down.
Chris
12 to 1 was very high and 11 to 1 was just getting into the 'survivable' range!!
The higher the boost the quicke the temps went up, of course every time you lift for a corner the temps come back down.
Chris
12-01-2002, 03:51 AM
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You guys might want to look at our new EFI system on our online cart. Similar features to TEC3, Motec, ETC... But comes with a pre-wired harness, which uses your factory triggers and sensors!! All the benefits of stand alone EFI with none of the hassles!! These are available for 944 2V cars and soon for the 4V cars. Great product that has been needed for a long time. Here is a link: For the two systems goto 'Air Induction' then to either HR-EFI1, and for the sequential version goto the HR-EFI2:
<a href="http://www.archcartpro.com/users/dkhajavi/index.htm?sess=4466658b0c2645d816e3efc1ac389a69&time=1038728716" target="_blank">http://www.archcartpro.com/users/dkhajavi/index.htm?sess=4466658b0c26 45d816e3efc1ac389a69&time=1038728716</a>
<a href="http://www.archcartpro.com/users/dkhajavi/index.htm?sess=4466658b0c2645d816e3efc1ac389a69&time=1038728716" target="_blank">http://www.archcartpro.com/users/dkhajavi/index.htm?sess=4466658b0c26 45d816e3efc1ac389a69&time=1038728716</a>
12-01-2002, 06:34 AM
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A 'plug and play' EFI system sounds intersting.
What advantages does it give you over a MAP / AFM Link type kit (with similiar intake changes)
Autotuning seems like 1, active control of boost levels over the rev range (is that useful)? what else?
Does it translate to more power or smoother power? etc if so roughly how much (for the extra $1K !)
cheers,
Gregor
What advantages does it give you over a MAP / AFM Link type kit (with similiar intake changes)
Autotuning seems like 1, active control of boost levels over the rev range (is that useful)? what else?
Does it translate to more power or smoother power? etc if so roughly how much (for the extra $1K !)
cheers,
Gregor
